2008 Wood Court Plant City, FL 33563 USA

Composite Aircraft Propellers Phone (813)752-3711

www.sensenich.com
Fax (813)752-2818

SENSENICH TWO BLADE COMPOSITE

AIRCRAFT PROPELLER WITH PITCH SETTING GAGES

INSTALLATION AND OPERATION MANUAL

FOR JABIRU AND ROTAX ENGINES
DOC#: 2A0 Installation Manual rev-d.doc 3/14/14

Failure to follow these instructions will void all warranties,

expressed and implied. Mounting difficulties, vibration, and/or
failure can result with improper assembly of the propeller
Caution blades and hub parts.

Rotating propellers are particularly dangerous. Extreme

caution must be exercised to prevent severe bodily injury or
death.
Warning
TABLE OF CONTENTS

Propeller Packing List 2

FIG 1. Propeller Assembly Diagram 2

Applicable Models 3

FIG 2. Rev E or later Hub 3

FIG 3. Rev D or Earlier Hub 3

Propeller Description and Features 3

Required Tools 3

Propeller Installation 4

FIG 4. Nord-Lock Lock Washer 4

FIG 5. Pitch Setting Gage Detail 4

Repitching 6

Propeller Removal 6

TABLE 1: Installation Torque for Mounting Bolts and Clamping Bolts 6

TABLE 2: Approved Propeller / Engine Combinations and Limitations 7

Tachometer Inspection 8

Pitch Notes and Limitations 8

Propeller Performance 8

Instructions For Continued Airworthiness (ICA) 9

Inspections 10

Repair 12

FIG 6. Minor Hub Repair Limits 13

Limited Warranty 13

Propeller Logbook 14

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 PACKING LIST FOR

INSTALLATION WITH SENSENICH NON-THREADED FLANGE BUSHINGS

ITEM DESCRIPTION QTY ITEM DESCRIPTION QTY
1 Pitch Setting Gage 3 7 2A0 Series Hub Mount Half 1
2 AN5-15A Clamping Bolts 6 8 Spacer (If Required) 1
3 NL8 sp Nord-Lock Washers 18 9 Engine Flange n/a
4 2A0 Series Hub Cover Half 1 10 Flange Bushings* 6
DIN 985 M8 cl8.8 or AN365-524 Nylock
5 Composite Propeller Blade 2 11 6
Nuts
DIN 931 M8 cl8.8
6 6
or AN5 Mounting Bolts
*Flange bushing style may vary by installation type.

FIGURE 1. PROPELLER ASSEMBLY

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APPLICABLE MODELS:
All 2A0R5 and 2A0J5 hubs with pitch setting gage
system, revision E or later. Revision level is stamped
after the hub serial number on the inside face of the
hub.
These hubs have three holes in the hub cover: two
outer holes for the pitch setting gages and a central
clearance hole used only for special installations.
OLDER MODELS:
These instructions do not apply to revision D or earlier
hubs with pitch cylinder system. These are easily
identified by the single large central hole in the hub
cover, white pitch cylinder, and 5 machined pitch setting
grooves.

Figure 3. Revision D or earlier

Figure 2. Revision E or later

OVERALL DESCRIPTION OF THE PROPELLER AND ITS FEATURES:

Your Sensenich composite propeller was Required Tools:
manufactured using aerospace quality materials and
processes. Propeller balance was verified before shipment Torque wrench
from the factory.
For AN hex head bolts: For Metric hex head bolts:
The blades were manufactured by internal
½” wrench 13mm wrench
pressure molding, utilizing the latest technology in carbon
fiber and glass prepreg materials in a high temperature
½” socket 13mm socket
internal pressure molding process. This produces a hollow,
low inertia propeller with superior performance and
durability.
Note Certain aircraft manufacturers only allow
The propeller finish provides UV and environmental specific pitches in order to comply with
protection. Rain and sand protection is provided by metal aircraft design regulations.
erosion shields on the blade leading edges. The erosion
shields are co-cured with the blade prepreg, providing a Center hole in hub cover half provides
smoother finish and a superior bond. clearance for a pitot tube in special aircraft
installations.
This hub incorporates the Pitch Gage System,
providing more accurate pitch adjustment than previous
hubs. A number of preset gages allow numerous settings of
blade pitch, yielding maximum performance within an
efficient aerodynamic envelope. Blade pins contact the
pitch setting gage for a very precise blade angle, therefore
eliminating the need for a blade angle measurement device.

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 PROPELLER INSTALLATION 4. Each blade airfoil has a round side and a flat side. For
tractor configuration aircraft, insert the blades into the
hub mount half with the round side facing away from the
Ensure the aircraft magneto switch is
aircraft.
in the “OFF” position and that both
Warning magnetos are grounded any time the
propeller is handled. 5. Place the Nord-Lock washers on each of the six
clamping bolts and insert bolts into the bolt holes of the
hub cover half. Place hub cover half onto blades and
1. Chock the aircraft wheels to prevent movement. Clean
dirt and oil residue from the engine flange. Refer to hub mount half.
Figure 1 for a view of the two piece hub, blade, and pitch
6. Hand tighten the clamping bolts, taking care to maintain
setting gage.
an even gap between hub halves. The blades should
rotate in the hub but they should not be loose. If the
2. Place spacer and spacer bushings (if required), rear
blades cannot rotate in the hub, loosen the clamping
spinner bulkhead (if used) and the hub mount, as shown
in Figure 1 on the propeller mounting flange. The hub bolts slightly.
must sit flush on the mounting flange.
7. Rotate each blade towards high pitch, ensuring that the
pitch pin on the blade shank is not obstructing the
Bolt breakage WILL occur if there is
receiving hole for the pitch setting gage. Rotate the
a gap between the propeller hub,
blade’s leading edge away from the aircraft to produce
Warning the spacer (if required), and the
high pitch, or more “bite”.
engine flange.
8. Insert the pitch setting gage through that blade’s
3. Refer to Figure 1 for a view of the two piece hub, blade,
receiving hole in the hub cover half and into the gage
and pitch setting gage. Using the Nord-Lock washers,
hole in the hub mount half. See Figure 5. Unless
mount bolts, and lock nuts, secure the hub mount, rear
specified by the aircraft manufacturer, use pitch setting 4
spinner bulkhead (if used), and the spacer (if required) to
to start. The pitch setting # indicates relative pitch; pitch
the engine flange. See Figure 4 for proper Nord-lock
5 is higher pitch than pitch setting 4, etc...
washer assembly. Using a calibrated torque wrench,
torque the 6 mounting bolts evenly using an alternating
pattern. Tighten the bolts in several passes up to full Note If there is difficulty inserting the gage, check
for burrs or dents on the ends. Lightly sand
torque, such as 100, 175, and 240 in-lbs torque. See
as needed; this will not affect the pitch.
Table 1 or hub decal for other units of bolt torque.
9. With the pitch setting gage in place, rotate the blade to
Each Nord-lock washer works in
low pitch until the pitch pin is touching the pitch setting
pairs with the “ramped” sides facing
gage. Snug the two clamping bolts for the
Caution each other. See Figure 4.
corresponding blade barrel to prevent unwanted
rotation of the blade.

FIGURE 4. NORD-LOCK LOCK WASHER

DO NOT insert the mounting bolts

first through the engine flange then
into the prop. The lock nuts will not fit
Caution inside the hub, preventing the blade
shanks from fully seating and the
hub from closing properly.
FIGURE 5. PITCH SETTING GAGE DETAIL

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10. Remove the pitch setting gage from the hub.
11. Repeat steps 8-10 for the opposite blade.
12. Using a calibrated torque wrench, torque the clamp bolts
in a criss-cross pattern. Tighten the bolts in several
passes up to full torque, such as 100, 175, and 240 in-
lbs torque. See Table 1 or hub decal for other units of
bolt torque.
13. Check the propeller blades for track. The blades should
track within 3/16” of each other at the tip. Note that
setting the pitch accurately is more important than track
from blade to blade.
BEFORE ENGINE START:
Make sure the pitch setting gages
have been removed from the hub
and check engine compartment for
Caution tools before starting the engine.
Tachometer accuracy is critical for
safe operation of the propeller. Refer
to the TACHOMETER INSPECTION
section for important considerations.
setting. If the RPM’s are too high, adjust the blades to a
higher pitch setting using the REPITCHING procedure.
Check your aircraft and/or engine manual for
recommended static rpm. If you are not seeing your
correct static RPM, be certain the tach was properly
calibrated. Contact Sensenich to purchase a slightly
lower or higher pitch setting gage if you feel this is the
problem due to your density altitude.
16. Install spinner front bulkhead (not used in some spinners)
and spinner dome (if used).
Refer to Sensenich Supplemental Instructions for
Composite Spinners.
Ensure there is adequate clearance
between the spinner dome cutouts
and the propeller blades and hub.
Caution Inadequate clearance may result in
the spinner dome wearing into the
blade or hub. The amount of
clearance depends on engine type
and spinner construction, but a
minimum of 1/8” clearance is
recommended.

14. Start engine and run propeller for approximately 5

minutes at 50% of the desired RPM. After such time,
shut down the engine and check all six clamp bolts to see
if they have lost torque. It is a normal occurrence for the
bolts to lose a small amount torque due to seating of the
blades. If this has occurred, tighten again to the proper
torque.

Note Clamp bolt torque should be checked after

the first 5 hours of operation and at least
once a year thereafter.

15. See Table 2 for Engine / Propeller Combinations and

Limitations.

You should never exceed the

maximum RPM rating for your
Caution engine or propeller.

You should never mask a possible

engine problem with a pitch change.
If you are unsure, please contact the
Caution factory.

With the brakes on, run up the propeller to check your

pitch for desired maximum RPM. Remember, the
propeller will pick up RPM at full throttle/level flight. If
your RPM’s are too low, adjust the blades to a lower pitch

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REPITCHING
5. Tighten the two clamp bolts to prevent unwanted
rotation of the blade.
Ensure the aircraft magneto switch is
in the “OFF” position and that both
6. Repeat steps 3-5 to set the other blade’s pitch.
Warning magnetos are grounded any time the
propeller is handled.
7. Remove the pitch setting gage.
1. Loosen the clamp bolts enough that blade pitch can be 8. Re-torque all bolts as stated in step 12 of the Propeller
adjusted. Installation section.

Note The Nord-Lock washers may click loudly

when loosened; this is normal.
REPITCHING: ALTERNATE METHOD
New Nord-Lock washers are assembled
with rubber adhesive, which will fall apart
A propeller protractor may be used to set blade pitch. Since
after first use.
some blade models have high performance round airfoils, the
protractor cannot be placed at the blade tip. Mark a straight
2. Rotate each blade’s leading edge towards high pitch to
line from leading edge to trailing edge approximately 3.5” in
insure that the pitch pin on the blade shank is not
from each tip and use the protractor to set individual blade
obstructing the receiving hole for the pitch setting gage.
angles. Set each blade within ¼ degree to each other.
3. Insert the desired pitch setting gage into the receiving
hole in the hub cover half and gage hole in the hub mount
half. See Figure 5. PROPELLER REMOVAL

4. With the pitch setting gage in place, rotate the blade to To remove the propeller, follow the Propeller Installation
low pitch until the pitch pin is touching the pitch setting instructions in reverse order.
gage. Be sure not force the blade onto pitch setting
gage as you may bend the pin.

TABLE 1: Installation Torque for Mounting Bolts and Clamping Bolts

Recommended Hex Bolt Nut
Bolt Part Number Wrench Torque Socket Wrench Size Open End Wrench Size

AN5-15A Clamp bolts

220-240 in-lbs ½ inch ½ inch
AN5-(XX)A or Mount bolts 18-20 ft-lbs or Or
DIN 931 24-27 N-m 13mm 13mm
M8x1.25 cl8.8
Check bolt torque at least once a year or if vibration occurs.
Hubs use bolts with Nord-Lock washers. No other washers may be used in combination with
Nord-lock washers. Each lock washer works in pairs with the “ramped” sides facing each other.
Caution See Figure 4.

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TABLE 2: Approved Propeller / Engine Combinations and Limitations
Propeller Type Max Min Mass Weight Approved Engine Limits
Dia Dia Moment (without Model
Model
of spacer)
Inertia
(lbs)
(hub / (inches) (inches) ft-lb-sec^2
blade) [kg-cm^2]

2A0R5 / tractor 64 60 Less 10.0

R64E than or
equal to

2A0R5 / pusher 69 65 .27 10.5

L69E [3600] Rotax 912, 912S,
912iS and 914
2A0R5 / tractor 70 66 10.5 series engines 5800 RPM engine
R70E 80-115 HP
Reduction Drives
2A1R5 / tractor 70 66 Less 11.0 Only
R70D than or
equal to

2A1R5/ tractor 75 69 .30 11.5

R75D [4000]

2A0J5 / tractor 62 58 .17 9.5 Jabiru 2200 3300 RPM propeller

R62H [2250] Direct Drive Up to 90 HP
Less
2A0J5 / pusher 62 58 than or 10.0
L62P equal to
Jabiru 2200 or 3300 3300 RPM propeller
Direct Drive 80-120 HP
2A0J5 / tractor 64 60 .21 10.0
R64Z [2800]

Propeller blade failure may occur if maximum propeller RPM is

Warning exceeded – resulting in severe bodily injury or death!

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 TACHOMETER INSPECTION
Due to the exceptionally high stresses that may be
generated by particular propeller/engine combinations at
certain operating ranges, propeller and aircraft
manufacturers have established revolutions per minute
(RPM) restrictions and maximum RPM limits for some
models. An improperly operating tachometer can cause an
engine to exceed the maximum RPM limits or allow
operation unknowingly within a restricted RPM band. Since
there are no post-manufacture accuracy requirements for
engine tachometers, tachometer inaccuracy could be a
direct cause of propeller failure, excessive vibration, or
unscheduled maintenance.
Proper tachometer operation and accuracy should
always be checked (using the manufacturer’s procedure, if
available) during normal maintenance intervals. One
means of checking the tachometer’s accuracy is with a
commercial optical unit which is pointed at the rotating
propeller.
PITCH NOTES AND LIMITATIONS
The faster the airplane, the higher the pitch setting
that will be required to keep the engine from over-speeding
at Wide Open Throttle (WOT).
While the propeller may be structurally operated
at any pitch setting from 0 through 6, the take-off RPM at
WOT must meet the aircraft manufacturer’s
recommended limits to ensure safe flight.
Although this propeller model has many pitches
available, Propeller RPM should never exceed the engine
manufacturers recommended maximum RPM. Please
refer to Table 2.
Note Certain aircraft manufacturers only allow
specific pitches in order to comply with
aircraft design regulations.
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PROPELLER PERFORMANCE
In selecting a propeller, keep in mind that both
aircraft and engines of the same model may vary in
performance, and that operators may want different
performance characteristics. For instance, one person may
require a high climb rate while another seeks maximum
cruising efficiency.
STANDARD PITCH / NORMAL FLYING
For normal or cross country flying, a propeller that
turns up to maximum continuous engine RPM at full throttle
level flight will give best all-around performance.
CRUISE PITCH
A cruise propeller will turn 100 to 200 engine RPM
less than a standard pitch propeller. While cruise pitches
will provide 4-7 mph higher airspeeds at cruise power
rpm’s, maximum level flight speeds are no better than climb
or standard pitches, and the take-off and climb performance
will noticeably suffer.
CLIMB PITCH / HIGH ALTITUDE OPERATION
For improved take-off and climb performance, use
a climb pitch propeller that will turn 100 to 200 engine rpm
more than a standard pitch propeller (Refer to your
particular aircraft operating manual for propeller limitations).
Climb pitches will typically reduce flight speeds by 4-7 mph
at cruise power RPM’s. A climb pitch is also recommended
for aircraft operating from high density altitude runways.
When pitching propeller for a climb
pitch, the propeller WILL overspeed in
full throttle level flight. Propeller RPM
Caution should never exceed the engine
manufacturer’s recommended
maximum RPM. Refer to Table 2 for
prop limits.
8
 INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
The following will help you operate your propeller safely,
keep it looking good and help it to last longer.

 Never install a propeller on an aircraft unless it is a economical repair.

model approved for the aircraft and the engine. The
service history must be properly documented, and a
pre-installation inspection must indicate that the
propeller is airworthy.
A visual Inspection is the primary defense against early
failure of propellers. When inspecting propellers, it is
necessary to use touch and hearing, as well as visual
clues. Changes in surface roughness, unusual free
play, and odd sounds give hints as to conditions that
may affect airworthiness. Feel for roughness and look
for texture changes, waviness, and changes in
reflection that may signal the removal of protective
coatings.
 Do not operate your propeller above the recommended
engine RPM. If your propeller has been subjected to an
over speed condition of 10% over the maximum rating
for more than 2 minutes, you must perform the
Inspection After Suspected Impact listed below. Do
not spin your propeller above the engine RPM
Limits given in Table 2.
 Do not operate any aircraft after a propeller has been
subjected to an impact without a thorough inspection.
See Inspection After Suspected Impact below
 The pre-flight inspection is a necessary step in the
process of airworthiness maintenance. It should not
be merely a superficial look, but a studied review of
the condition of everything that might give trouble
during the forthcoming flight. Carefully examine the
propeller assembly for looseness, any signs of
damage, excessive wear or any other condition that
would make the propeller unsafe to operate. Check
the leading edge for cracks and debonds. Externally
check the spinner and bulkhead for security, missing
fasteners, damage, and cracks. Cracks typically
originate from the attachment screws. Check for
looseness of the bulkhead. This could be an indication
that the mounting bolts are loose and need to be
torqued again. If any of the following damage is
discovered during the preflight inspection, the
propeller must be removed from service until such
time as it can be evaluated and repaired by an
approved propeller shop:
(a) Cracks in the metal hub or bolts
(b) Loose metal erosion shield
(c) Any crack across or along the blade
(d) Blade impact damage with missing
composite material larger than .5 square
inches and/or deeper than .025”
or (e) Obvious damage or wear beyond
 This propeller has been static balanced with precision
digital equipment. Modern dynamic balancing can be
performed with the propeller on the aircraft, and can
help reduce vibration and wear of engine accessories
and other aircraft components.
 Do not use the propeller as a tow-bar to move your
aircraft.
 Apply a good quality automotive carnauba paste wax
to the blades at least once a year. Avoid liquid waxes
with silicone.
 Avoid running-up in areas containing loose stones,
sand, and gravel, to reduce erosion and/or damage to
the leading edges and blades.
 Finish loss off the leading edge is a normal wear item
and is dependent on the amount of operation in rain
and light gravel. Touch up is allowed for small areas
under 2x2”. Larger areas need equal amounts
applied to both blades to maintain balance.
 Whenever there is evidence of roughness on
operation, check bolt torque on both the clamping and
mounting bolts, and check the propeller blades for
track. The blades should track within 3/16” of each
other at the tip. For new installations, rotating the
propeller 180 degrees and reinstalling may help.
 If the bolts are ever over-torqued, they should be
replaced immediately.
 Check clamp bolt torque at least once a year.
 When the propeller is not in use and exposed to
weather, cover it with a waterproof cover to extend the
life of the finish.
LIFE LIMITATIONS: None
MAJOR PERIODIC INSPECTION: 2000 HRS
NOTE: There is no specified overhaul time. The propeller
parts are removed from service when they can no longer
meet the Continued Airworthiness Requirements.

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 INSPECTIONS
Inspection After Suspected Lightning Strike
-- To be accomplished by an A&P, IA, or repairman.
Any Sensenich composite blade suspected of lightning strike
should be inspected and may require repair or replacement.
Lightning strikes usually enter a composite blade through the
metal erosion shield. If a lightning strike is present, a
darkened area and possible pitting, usually in the proximity of
the tip, will be noticeable. If a lightning strike is suspected or
detected, consider the blade unairworthy. Return the blade to
the factory or an Approved Propeller Repair Station for
further examination.
Inspection After Suspected Impact
-- To be accomplished by an A&P, IA, or repairman.
Propellers that have been involved in a known or suspected
static or rotating impact with relatively solid objects (e.g.,
ground, maintenance stands, runway lights, birds, etc.) or
relatively yielding objects (e.g., snow banks, puddles of
water, heavy accumulation of slush, etc.) should be
inspected for damage before further flight. If the inspection
reveals one or more of the following listed indications, the
propeller should be removed and sent to an Approved
Propeller Repair Station.
(1) A blade that tracks more than 3/16” to the other blades.
(2) Loose blades in the hub.
(3) Any noticeable or suspected damage to the blade pitch
pins.
(4) Any diameter reduction (tip damage).
(5) Visible major damage to the hub that cannot meet the
Minor Hub Repairs criteria. In particular, inspect for
cracks in the bolt holes, counterbores, and barrel cavities
which clamp the blades.
(6) Visible major damage to a blade that cannot meet the
Minor Blade Repairs criteria.
(7) Operating changes, such as vibration or abnormal RPM.
NOTE: The bolts should be magnetic particle inspected
per ASTM E 1444 or replaced after any propeller strike.
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Mandatory Inspections:
 Annual Inspection -- To be accomplished by an
A&P, IA, or repairman.
1. Examine the spinner assembly for missing
hardware. Remove spinner dome. Examine
spinner dome and bulkheads for security, chafing,
cracks, or deterioration. If necessary, replace.
See Spinner Repairs section.
2. Examine each blade carefully, making sure each
blade is still tight in the hub. If any loose blades are
found, proceed to step 2 of 2000 Hour Inspection
procedure. Perform a thorough visual inspection
for security, chafing, deterioration, and cracks.
Perform a coin tap inspection of each composite
blade, including the metal erosion shield on the
leading edge (see AC 43-5). No dents in the metal
erosion shield should be deeper than 1/8”. No
dents should puncture the metal erosion shield.
There should be no excessive wear on the leading
edge. If blade damage is beyond Minor Blade
Repair limits, the blade must either be retired from
service or sent to a repair station for evaluation
before return to flight.
3. Conditions requiring blade replacement:
a) Any hole in hollow blade shell (doesn’t apply
if a replacement metal erosion shield will
cover hole)
b) Any crack deeper than .025”
c) Any solid tip damage that can’t be trimmed
off completely with a 2” diameter reduction.
4. Check clamp bolt torque. – Tighten the clamp
bolts using a star pattern. See Table 1. or hub
decal for clamp bolt torques. If the bolt requires
more than ¼ revolution to tighten to full torque,
proceed to step 2 of 2000 Hour Inspection
procedure.
5. Examine both hub halves, spacer, and hardware
for corrosion. If necessary, carefully remove any
flaked or blistered coating from the hub surface,
taking care not to scratch the aluminum surface.
If there is any corrosion or damage present to
hub or spacer, refer to Minor Hub Repair
instructions below. Replace corroded hardware.
6. Reinstall the spinner dome.
10
 2000 Hour Inspection / Major Periodic Inspection
-- To be accomplished by an A&P,IA, or repairman
1. Remove spinner dome and examine it for
damage, and cracks. If necessary, replace the
spinner dome. See Spinner Repairs section.
2. Remove clamp bolts and special lock washers
and retire both sets from service.
3. Remove the hub cover half and set aside.
the aluminum surface. If there is any corrosion or
damage present, please see Minor Hub Repair
instructions below.
8. Send hub cover half, hub mount half, and blades
to an Approved Propeller Repair Station for
the remaining 2000 hour inspection.
9. Reinstall repair station approved propeller or new
propeller, spacer (if necessary), and spinner per
the above installation instructions.

4. Remove each blade and inspect blade shanks for

any wear, also making sure the blade pitch pin is
still tight in the blade shank. Perform a thorough
visual inspection for security, chafing,
deterioration, and cracks. Perform a thorough
visual inspection and coin tap inspection of each
composite blade, including the metal erosion
shield on the leading edge (see AC 43-5). No
dents in the metal erosion shield should be deeper
than 1/8”. No dents should puncture the metal
erosion shield. There should be no excessive
wear on the leading edge. If blade damage is
beyond Minor Blade Repair limits, the blade must
either be retired from service or sent to a repair
station for evaluation before further service.

5. Conditions requiring blade replacement:

a) Any hole in hollow blade shell (doesn’t apply
if a replacement metal erosion shield will
cover hole)
b) Any crack deeper than .025”
c) Any solid tip damage that can’t be trimmed off
completely with a 2” diameter reduction

6. Examine the data plate on the shank of each

blade. Verify that you are using approved blades
for the hub and that everything appears normal. If
you are unsure, you can go to
http://www.sensenich.com for reference or
contact the factory for assistance.

7. Remove the hub mount half and spacer. Retire

hardware from service. Inspect both hub halves
for chafing, cracks, and corrosion. If necessary,
carefully remove any flaked or blistered coating
from the hub surface, taking care not to scratch

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 REPAIRS
Minor Blade Repairs
-- To be accomplished by an A&P, IA, or repairman
Minor impact damage, nicks, and gouges in composite
material of blade not to exceed .025 depth and or .5
square inches of surface area: Fill with high strength
epoxy resin West System 105/206 or equivalent (NOT
5 minute epoxy) thickened with aerospace filler
material, such as Colloidal Silica 406, Cabosil, or
equivalent. Sand smooth when dry.
Wear and/or roughness of metal erosion shield on
blade leading edge: If metal is not worn through, use
220 grit sandpaper or coarse scotch pad to remove
roughness or minor pitting, being careful to not grind
through the erosion shield. Polish with fine scotch pad
or equivalent to remove scratches.
Paint wear on blade:
NOTE, wear is inevitable on the metal erosion shield.
The wear rate depends on several factors, including
high operating RPM’s in rain or sandy areas, FOD on
taxiways and runways, etc. Touch up paint using
Tempo A150 Flat Black, A152 White, or equivalent.
When using touch up paint, keep in mind that paint can
cause an out of balance situation so touch up should be
kept to a minimum.
Minor Hub Repairs
-- To be accomplished by an A&P, IA, or repairman
Any hub or spacer that would exceed what is depicted
in Figure 6 for minor repair must be retired from
service. These dimensions (other than radius) are
maximum allowable. Anything less is acceptable.
Radius can be greater. A hub can be returned to
service with the following limitations:
 No more than two (2) repairs in a single barrel
half (where the blade touches the hub) for a total
of 8 barrel repairs in one (1) complete hub, as
long as the repairs do not touch.
 General hub repairs can be indefinite, both inside
and outside, as long as the repairs do not touch.
 No repairs over a previous repair.
2A0 Installation Instructions rev-d1-ode-2017-12-11.docx
 No repairs on the hub mounting flange face.
 No repairs on either flange face of the spacer.
Clean the area thoroughly, apply an approved
penetrant (ASTM E 1417 or equivalent), and
inspect with a l0X glass before returning to
service.
Corrosion – All corrosion must be removed before a
hub can be returned to service. Corrosion is considered
a repair.
Instructions for removing the damage or corrosion spot:
1. Sand the area with 220 wet-or-dry abrasive
paper until all evidence of corrosion is removed.
A small motorized grinding tool may be used.
2. Polish the area with 320 grit (or finer) to remove
all scratches.
3. Clean the area thoroughly, apply an approved
penetrant (ASTM E 1417 or equivalent), and
inspect with a l0X glass. NOTE: It is extremely
important that all corrosion be completely
removed. If cavities reappear during penetrant
inspection, the repair operation must be
repeated.
4. Remove penetrant from the affected area.
Spinner Repair
-- To be accomplished by an A&P, IA, or repairman
The following repairs are directed toward composite
spinners supplied by Sensenich Propeller. For repair
of composite spinners not supplied by Sensenich
please refer the spinner manufacturers repair
instructions.
Minor impact damage, nicks, and gouges in
composite material of dome or rear bulkhead not to
exceed .025 depth and or .5 square inches of
surface area: Fill with high strength epoxy resin
West System 105/206 or equivalent (NOT 5 minute
epoxy) thickened with aerospace filler material, such
as Colloidal Silica 406, Cabosil, or equivalent. Sand
smooth when dry.
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 FIGURE 6. MINOR HUB REPAIR LIMTS
LIMITED WARRANTY
We hope you enjoy your new composite propeller. We have
worked hard to ensure that your propeller will meet or exceed
your expectations for years to come.
We offer a one year limited warranty (the “Warranty Period”)
on any defect in materials and workmanship.
In the event a unit does not conform to this express warranty
during the Warranty Period, Sensenich Composites, Inc.
(“Sensenich”), will repair or replace the defective material at
it’s place of business at Plant City, FL USA. Sensenich will
decide at its sole discretion which remedy, repair or
replacement, it will provide. Any replacement of a unit or a
part of a unit during the Warranty Period will not extend the
Warranty beyond the original duration. The remedy of repair
or replacement is exclusive and does not include the cost of
shipping, removal, or installation, all of which are the
customer's responsibility.
Procedure For Obtaining Warranty Service
Units or parts that are defective must be shipped prepaid to
Sensenich at the address listed on page 1. The unit must be
accompanied by a copy of the original (Distributor or Dealer)
invoice, a Return Authorization Number (which can be
obtained by phoning Sensenich), and a brief description of
the defect.
Conditions, Exclusions, and Disclaimers
This limited warranty applies only to units that have been
installed, used, and maintained properly in strict accordance
with our specifications, instructions, and recommendations. It
does not cover units that show abuse, alterations, improper
installation, improper maintenance or repair, or improper
packaging for shipment; and it does not pertain to damage
due to object strike, or excessive blade wear due to
operation. Racing use of any kind automatically voids this
Warranty. The use of units on or with engines or equipment
not approved by Sensenich automatically voids this warranty.
For purposes of this limited warranty, “engines or equipment
not approved by Sensenich” shall mean engines or
2A0 Installation Instructions rev-d1-ode-2017-12-11.docx
equipment that are not explicitly consistent with all
specifications and instructions applicable to that engine or
equipment, including, without limitation, those established by
the Federal Aviation Administration, those established by the
manufacturers of any component parts used in connection
with the units, and/or those established by Sensenich. The
purchaser has sole responsibility for ensuring that the use of
the units is in compliance with all applicable specifications
and instructions, and no conduct by Sensenich shall prevent
this Warranty from being voided for failure to comply with the
instructions or specifications provided by any third-party.
This Limited Warranty is the only warranty provided with
respect to covered units, and THERE ARE NO OTHER
WARRANTIES, REPRESENTATIONS, CONDITIONS OR
GUARANTEES, EXPRESS OR IMPLIED, WITH RESPECT
TO THE COVERED UNITS OR THE MANUFACTURE
THEREOF, INCLUDING, WITHOUT LIMITATION, ANY
IMPLIED WARRANTIES OF MERCHANTABILITY OR
FITNESS FOR A PARTICULAR PURPOSE.
Repair or replacement of a nonconforming unit or part is the
exclusive remedy for breach of this limited warranty, and
shall constitute fulfillment of all liabilities of Sensenich to a
customer or user, whether based on contract, negligence or
otherwise. IN NO EVENT SHALL SENSENICH BE LIABLE
FOR ANY OTHER EXPENSES, CLAIMS OR DAMAGES OF
ANY KIND HOWSOEVER CAUSED, INCLUDING
(WITHOUT LIMITATION) ANY OTHER PRODUCT
REPLACEMENT OR INSTALLATION COSTS AND/OR
ANY DIRECT, INDIRECT, CONSEQUENTIAL,
INCIDENTAL OR SPECIAL DAMAGES.
The purchaser of the covered units has read, understood
and, by purchasing the units, agrees to be bound by the
above terms and conditions.
Some states do not allow the exclusion of incidental or
consequential damages, so the above limitations may not
apply to you.
This Warranty gives you specific legal rights and you may also
have other rights which vary from state to state.
13
 DESCRIPTION OF ALL OPERATIONS PERTAINING TO INSPECTIONS AND MAINTENANCE

DATE TACH TIME DESCRIPTION OF WORK SIGNATURE

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 DATE TACH TIME DESCRIPTION OF WORK SIGNATURE

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